Electric-railway system.



No. 668,l70. Patented Feb. I9, l90l.

E. w.' FARNHAM.

ELECTRIC RAILWAY SYSTEM.

(Application filed Oct. 17, 1900.) (No Model.) 5 Sheets-Sheet I.

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Will" Will N0. 668,l70. Patented Feb. 19, I90l.

E. W. FARNHAM.

ELECTRIC RAILWAY SYSTEM.

5 Sheets-Sheet 2.-

(llo Model.)

v No. 668,l70. Patented Feb. l9, 190i.

E. W. FARNHAM.

ELECTRIC RAILWAY SYSTEM.

(Application filed on. 17, 1900.

(No Model.) 5 Sheets-Sheet 3.

A ni' a a 20 IYE Mi "a HI Wi -N h Q 9%. llllllllllllllWlll Q No. 668,|70. Patented Feb. 19, IBM.

E. W. FARNHAM.

ELECTRIC RAILWAY SYSTEM.

(Application flied Oct. 17, 1900.)

(No Model.) 5 Sheats-Shoai 4 9 FR 5" g b R 2 Pl! 9 I No. 668,170. Patented Feb. l9, 190i. E. W. FARNHAM.

ELECTRIC RAILWAY SYSTEM.

Oct. 17, 1900.)

(Application filed 5 Sheets-Sheet 5.

(No Model.)

rrn Frames ED WILSON FARNHAM,

ATET much; 1

OF CHICAGO, ILLINOIS.

ELECTRIC RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 668,170, dated February 19, 1901.

Application filed October 1'7, 1900. Serial No. 33.391. (No model.)

To all whom it may concern.-

Be it known that 1, ED WILSON FARNHAM, a citizen of the United States, residing at Ohicago, in the county of Cook and State of Illi- 5 nois, have invented certain new and useful Improvements in Electric-Railway Systems, of which the following is a specification.

This invention relates particularly to the means for making electrical connection be- 1o tween the stationary and highly-charged conductor-main and a point carried by the moving car, whereby the electric current is introduced into the car-motor.

On account of the danger to pedestrians and animals the electric conductor in surface-railway systems heretofore has usually been elevated above the track, as a trolley-wire, or placed in a conduit below the surface of the ground. The former system is objectionable on account of the danger that the highlycharged conductorwire may fall into the street or that other wires may become crossed with the trolley-wire, and for these and other reasons'the use of overhead electric wires is prohibited by ordinance in many cities. The conduit system is objectionable because of the expense attending its installation and the difficulty in preventing short-circuiting be cause of moisture and water in the conduit, also because of the considerable leakage of electricity due to imperfect installation. Surface contact, having been thoroughly tested on manysystems of elevated electric railways, has been found to be the most economical of installation and in the use of the electric current; but, owing to the danger hereinbefore suggested, it is highly impracticable for use on the surface, with the continuous contactrail charged throughout its length, as is done on the elevated-railway systems.

The object, therefore, of this invention is the production of an electric-railway system wherein a contact-rail comprising a series of insulated sections is charged with the current necessary'to drive the motors and propel the car only in the immediate vicinity of the point of contact of the shoe carried by the trucks of the car with one of the sections of said contact-rail. This object I accomplish by making up a contact-rail of many comparatively short sections insulated from each other, normally out of connection with the source of electrical supply, but each capable of being moved into electrical connection with the conductor-main. Each of these sections is mechanically supported so as to be capable of a free movement'in a longitudinal direction by a contact-shoe carried by the truck at each end of the car, said sections being placed at such a distance apart that the shoe on the rear truck will not leave one section until the shoe on the forward truck has engaged the next succeeding section of the rail. The spaces between said sections are occupied by wooden bearing-rails in order to present an uninterrupted surface to the contactshoes. The conductor-main, properly insulated, is placed in a closed casing adjacent to the rails of the track and, as before stated, energizes the sections of that rail which lie under the motor-car as they are moved into electrical connection with said cable by the pressure of said contact-shoes carried by the trucks of the car exerted against said sections.

The safety and economy of this system is apparent, inasmuch as it will readily be seen that only that portion of the contact-rail underneath the car is electrically charged, and as the conductor-main is insulated and securely protected by a wooden or metallic cas- 8o ing extending lengthwise of the track leakage is reduced to the minimum. 011 lines of considerable length the main mentioned may be divided into sections of half a mile or so in length and each of said sections be independently supplied by a separate feeder, as indicated in Figure 5.

In the accompanying drawings, Fig. l is a plan view of a fragment of a railway-track embodying my invention, showing the two 0 trucks of a car mounted upon the tractionrails. Fig. 2 is a side elevatiouof the same parts shown in the preceding figure. Fig. 3 is a fragmental plan View of a section of the contact-rail of my railway system, showing 5 one section of the rail in its normal position. Fig. 4 is a view similar to the preceding figure, representing the section of contact-rail as having been moved lengthwise by the contact-shoe of a car and having thereby been placed in electrical connection with the conductor-main. Fig. 5 is a fragmental view in figures.

the contact-rail and its casing.

the nature of a diagram, showing the manner of supplying electric energy to different conductor-mains by means of feeders. Fig. 6 is a diagrammatic view showing the course of the electric current. Fig. 7 is a view showing the position of the contact-shoes relative to the sections of the contact-rail. Fig. 8 is a side elevation of one of the supporting-trucks of a car, showing the contact-shoe attached thereto. Fig. 9 is a like View showing the contact-shoe removed. Fig. 10 is a fragmental view showing the manner of attaching the contact-shoe to the car-truck, also showing in section the contact-rail and its protecting-casing. Fig. 11 is a transverse section, on dotted line 11 11 of Fig. 3, through Fig. 12 is a detail showing the contact-points for making electrical contact between the movable rail and the conductor-main. Figs. 13 and 14 are face views of the two members employed in making this contact. Fig. 15 is a transverse vertical section, on dotted line 15 15 of Fig. 1, through the contact-rail of my system. Fig. 16 is a transverse vertical section on dotted line 16 16 of Fig. 3, showing one of the pivotal arms for connecting the contact-rail section to its casing. Fig. 17 is a front elevation of one of the standards upon which these pivotal arms are mounted. Fig. 18 is a side elevation of said standard. Fig. 19 is a plan View of one of said pivotal arms. Fig. 20 is a section on dotted line 20 20 of Fig. 3, showing in side elevation the spring-actuated pivotal arms connecting the section of the cou tact-rail to its casing, also providing means for causing said rail to assume the normal position. Fig. 21 is a side elevation of the bracket for supporting the pivotal arm shown in the preceding figure. Fig. 22 is a plan view of the arm shown in the two preceding Fig. 23 is a section on dotted line 23 23 of Fig. 3, showing the means for carrying the weight of the movable sections of the contact-rail. Fig. 24: is a side elevation of the bracket with its pivoted roller for carrying the weight of said rail. Fig. 25 is a plan View of the bracket shown in the preceding figure. Fig. 26 is an end elevation of said bracket.

Like letters of reference indicate corresponding parts throughout the several views.

In the construction of an electric-railway system in accordance with the foregoing outline I have provided a railway-track A, of ordinary construction, comprising the ties A and the usual T-rails A For this track I provide a car B, of suitable construction, having the wheels B, adapted to run on the traction-rails A the trucks E the motors B of the usual construction, one supported on each of said trucks, and the gear-wheels B and pinions B for communicating power from the motors B to the wheels 13.

A contact-shoe O, in proper electrical connection with both of the motors B and having the two supporting-stems C projecting" from one of its sides, is secured to the lower end of the arm 0 extending downward from each of the trucks B of the car B. The supporting-stems O, passing through suitable openings O in the lower ends of said arms G are provided with the springs O for holding said shoe 0 outward from said arm 0 the nuts 0 limiting said outward movement of said shoe C.

B is a wire for electrically connecting the two contact-shoes O.

A casing D for the contact-rail, preferably of wood, extends lengthwise of the track A, outside of the rails A and is supported upon the ties A by the insulating-posts D, and within this casing an insulated conductormain D extends. The casing Dis provided alternately throughout its length with open spaces D for receiving the movable contactsections of the contact-rail, to be herein later described,and with intervening solid portions composed of the two timbers D and D inclosing the conductor-main D in the space D between them. The open spaces D are provided with the covers D and with the overhanging strips D at their forward edge to protect the movable sections of the contact -rail from the weather. The forward open side of each of the open spaces D is occupied by a section E of the contact-rail in channel-iron form, so placed within the space that the bottom of the channel-iron faces outward. The sections E are intended to' be engaged by the contact-shoe G on the trucks B of the cars, the ends of said sections being bent inward, so that the shoe shall not accidentally strike against them. It will thus be seen that the contact-shoes are at all times in contact with the sections E of the contactrail or with the timber D and there being two contact-shoes O for each car the sections E are so spaced that either one or the other of the shoes isat all times in contact with one of said sections, and therefore in electricalconnection with the conductor-main D The weight of the sections E of the contact-rail is borne upon the roller E rotatably mounted within the casing D upon the bracket E and said sections are mechanically connected with said casing by the arms E and E said arms having pivotal connections with the rail-sections E and with their brackets E fixed to the bottom of the casing D. The arms E have rearwardly-extendin g projections E for the attachment of the springs E the purpose of which springs is to hold the rail-sections E in the middle or normal position with relation to its longitudinal movement.

E is a bifurcated contact-piece fixed to the contact-section E, near the middle thereof, and adapted to be moved longitudinally with said section.

E represents blocks for securing one end of each of the springs E to the bottom of the casing D.

F is a contact-spring electrically connected with the conductor-main D by means of its integral bracket F and having the slotted forward end F adapted to receive the bifurcated contact-piece E When the rail-section E is in its normal position, the forward end F of the slotted contact'spring F lies within the bifurcation of the contact-piece E; but an endwise movement of the rail-section E in either direction will throw one of the points of the bifurcated contact-piece E into contact with the forward end F of the contactspring F. The contact-shoe of the car moving in either direction will thus push the sections E of the contact-rail longitudinally, causing one of the points of the bifurcated piece E to engage the forward end of the contact-spring F, placing said section E in electrical communication with the conductormain D As soon as the contact-shoe passes from the section E to the timber D the springs E will cause the rail-section E to assume its normal position, in which the contact-spring F lies Within the bifurcation of the contact-piece E", as shown in Fig. 3, in which position the railsection E is out of electrical connection with the conductor-main. The passage of the cars in either direction will move the contact-piece E into engagement with the contact-spring F, but the section E will be held in that position only while the contactshoe is in engagement therewith. At all other times it is out of electrical connection with the cond uctor-main D Both of the contact-shoes C are in electrical connection with each other, and both also are capable of being placed in connection with the translating mechanism at either end of the car in order to make it possible to carry the current from the sections E of the contact-rail to either motor and controller.

The course of the current as outlined in Fig. 6 is dynamo, (feeder-main,) conductormain D contact-spring F, contact-piece E, rail-section E, one of the contact-shoes 0, motor, controller, traction-rails A dynamo.

I claim as my invention 1. In an electric-railway system, in combination, a conductor-main; a source of electric energy; a translating mechanism; a contactrail comprising a number of independent sections; an antifriction device for each of said sections for carrying the weight thereof; an arm for each of said sections, having a pivotal connection with the section at one end of said arm and with a fixed support at its other end; means adapted to be actuated by the movement of each section upon its pivoted arm, for placing the said section in electrical connection with said conductor-main; and a contact-shoe supported by the car, for mov' ing said sections and actuating said means.

2. In an electric-railway system, in combination, a conductor-main; a source of electric energy; a translating mechanism; a contactrail comprising a number of independent sections; an antifriction device for each of said sections, for carrying the weight thereof; an arm for each of said sections, having a pivotal connection with the section at one end of the said arm and with a fixed support at its other end; means adapted to be actuated by the movement of each section upon its pivoted arm, for placing said section in electrical connection with said conductor-main; a contact-shoe supported by the car, for moving said sections upon their pivotal arms; and a non-conducting material between said sections, for presenting an even bearing-surface to said shoe.

3. In an electric-railway system, in combination, a conductor-main; a source of electric energy; a translating mechanism; a contactrail comprising a number of independent sections; a pivotal arm for connecting each of said sections to a fixed support; an antifriction device for each of said sections, for carrying the weight thereof; means adapted to be actuated by the movement of each section upon its pivoted arm, for placing said section in electrical connection with said conductormain; and a contact-shoe supported by the car, for moving said sections upon their pivotal arms.

4. In an electric-railway system, in combination, a conductor-main; a source of electric energy; a translating mechanism; a contactrail comprising a number of sections; a pivotal arm for connecting each of said sections to a fixed support; a spring for holding said arm and its said section in normal position; an antifriction device for each of said sections, for carrying the weight thereof; means adapted to be actuated by the movement of each section upon its pivoted arm, for placing said section in electrical connection with said conductor-main; and a contact-shoe supported by the car, for moving said sections upon their pivotal arms.

5. In an electric-railway system, in combination, a conductor-main; a source of electric energy; a translating mechanism; a contactrail comprising a number of independent sections; an arm for connecting each of said sections to a fixed support; a roller for carrying the weight of said rail; a projection for each of said sections, in electrical communication with said conductor-main, and adapted to be engaged by said sections; and a yielding contact-shoe supported by the car, for moving said sections.

6. In an electric-railway system, in combination, a cond uctor-maiu; a source of electric energy; a translating mechanism; acontactrail comprising a number of sections; an arm for connecting each of said sections to a fixed support; a spring for holding said arm and its said section in normal position; a roller for carrying the weight of each of said sections; a projection for each of said sections, in electrical connection with said conductormain; a two-point projection carried by each of said sections; and a yielding contact-shoe supported by the car, for moving said sections and placing them in electrical communication with said conductor-main;

7. In an electric-railway system, in combination, aconductor-main; a source of electric energy; a translating mechanism a contactrail comprising a number of sections, each section pivotally mounted with relation to a fixed support; an antifriction device for each of said sections, for carrying the weight thereof; means adapted to be actuated by the movement of each section upon its pivoted arm, for placing said section in electrical connection with said conductor-main; and a yielding contact-shoe supported by the car, for moving said sections.

8. In an electric-railway system, in combination, a conductor-main; a contact-rail in channel-iron form, comprising a number of sections; an arm for supporting each of said sections, having a pivotal connection with the sections at one end of said arm and with a fixed support at its other end; an antifriction device for each of said sections, for carrying the weight thereof; means adapted to be actuated by the movement of each section upon its pivoted arm, for placing said sections in electrical connection with said conductor-main; and a yielding contact-shoe supported by the car, for moving said sections.

9. In an electric-railway system, in combination, atraction-rail; a conductor-main; a source of electric energy; a translating mechanism; a casing extending lengthwise of said rail, said casing being provided at intervals throughout its length with open spaces, and between said spaces presenting a smooth bearing-surface; a contact-rail comprising a number of sections; an arm for each of said sections, having a pivotal connection with the section at one end of said arm and with a fixed support at its other end; an antifriction device for supporting each of said sections; means adapted to be actuated by the movement of each section upon its pivoted arm, for placing said sections in electrical connection with said conductor-main; a contact-shoe supported by the car, for moving said sections; and a spring for each of said sections, for restoring it to a normal position.

10. In an electric-railway system, in combination, a traction-rail; a conductor-main; a source of electric energy; a translating mechanism; a casing extending lengthwise of said rail, said casing being provided at intervals throughout its length with open spaces in its sides; a contact-rail comprising a number of sections, one of said sections being longitudinally movably supported in each of said spaces; and means carried by the car, for longitudinally moving said sections into electrical connection with said conductor-main.

11. In an electric-railway system, in combination, a traction-rail; a conductor-main; a source of electric energy; a translating mechanism; a casing extending lengthwise of said rail, said casing being provided at intervals throughout its length with open spaces in its sides; a contact-rail comprising a number of sections, one of said sections being longitudinally movably supported in each of said spaces; an antifriction device for each of said sections, for carrying the weight thereof; means adapted to be actuated by the longitudinal movement of each section, for placing said section in electrical connection with the conductor-main; and means carried by the car, for longitudinally moving said sections.

12. In an electric-railway system, in combination, a traction-rail; a conductor-main; a

source of electric energ a translating mechanism; a casing extending lengthwise of said rail, said casing being provided at intervals throughout its length with open spaces in its sides; a contact-rail comprising a number of independent sections; an arm for each of said sections, having a pivotal connection with the section at one end of said arm and with a fixed support at its other end; and means carried by the car, for longitudinallymoving said sections into electrical connection with said conductor-main.

13. In an electric-railway system, in combination, a traction-rail; a conductor-main; a source of electric energy; a translating mechanism; a casing extending lengthwise of said rail, said casing being provided at intervals throughout its length with open spaces in its sides; a contact-rail comprising a number of independent sections; an antifriction device for each of said sections, for carrying the weight thereof; an arm for each of said sections, having a pivotal connection with the section at one end of said arm and with a fixed support at its otherend; means adapted to be actuated by the longitudinal movement of each section, for placing said section in electrical connection with said. conductormain; and means carried by the car, for longitudinally moving said sections.

14. In an electric-railway system, in combination, a conductor-main; asource of electric energy; a translating mechanism; a contactrail in channel-iron form, comprising a number of sections, each section pivotally mounted with relation to a fixed support; a roller for carrying the weight of said rail; a projection for each of said sections, in electrical connection with said conductormain, and adapted to be engaged by said sections; and a yielding contact-shoe supported by the car, for moving said sections.

15. In an electric-railway system, in combination, a traction-rail; a conductor-main; a casing extending lengthwise of said rail, said casing being provided at intervals throughout its length with open spaces, and between said spaces presenting a smooth bearing-surface; arms pivotally mounted within said open spaces; a. contact-rail comprising anumber of sections, one of each of which sections is pivotally mounted on the outer end of said arms Within one of said open spaces; a bearin g-roller forsnpporting each of said sections; aprojection in electrical connectionwith said conductor-main; a two-point projection car ried by each of said sections, and in electrical connection therewith; a yielding contact-shoe supported by the car, for moving said sec- 10 tions; and a spring for each of said sections, for restoring it to a normal position.

ED WILSON FARNHAM. Witnesses:

W. S. WHITTLESEY, L. L. MILLER. 

